Chainless change-gear bicycle



(No Model.) l ineets sheet 1.

J. 0. PRATT. GHAINLESS CHANGE GEAR BICYCLE.

Patented Dec, 15, 1896.

sums-sheet 2.

(No Model.)

J. C. PRATT. GHAINLESS CHANGE GEAR. BICYCLE.

No. 573,102. Patented Dec. 15, 1896.

in: Ncnms mans cu. min'aumn" WASHINGTON, n c.

(No Model.) 7 4 Sheets-Sheet 3.

J. 0. PRATT.

' UHAINLBSS CHANGE GEAR BICYCLE.

No. 573,102. Patented Dec. 15, I896.

(No Model.) I 4 Sheets-Sheet 4.

J. G. PRATT. OHAI-NLESS OHANGE GEAR BIGYGLE.

No.573,102.' Patented D ec .1 5,1896.

- Joan c.

' "Ui'rsn STATES PATENT Fries.

" oHAiNLEss CHAN E-GEAR PRATT, IQIFHARTFOR-D, CONNECTICUT, ASSIGNOR OF ONE-HALF TO ALBERT K. PETTINGILL, or BOSTON, MASSACHUSETTS wr te-.-

SPEOIFIGATIOfiZforming part of Letters Patent No. 573,102, dated December 15, 1896.

' A lies filed li -aim, 1895. senauim lstze. m, m n j H i 1'0 tall when-t it'nmy coiwerm' Be it known-that 1, JOHN C. PRATT, acitizen of the United States, residing at Hartford, in. the county of Hartford and State of Connecti cut, have invented certain 'newand useful Improvements in Chainless Change-Gear Bicycles, of which the following is a specification, reference being bad therein to the-accompanying drawings.

It is the object of my invention to provide a simple, inexpensive, and durable form of chainless bicycle, which, besides havingmany features of advantage and improvement as applied to: simple or singlegear machines, embodies a special arrangement of changeable gearing and a clutch whereby the operator can at will change the driving mechan- 'ism from a high toa low speed machine or the next action similar in all respects to owns-i movement will change the machine back to its former'condition.

In the drawings, Figure 1 is a side view of the machine; Fig. 2, a plan View of the driving mechanism; Fig.1 3, a sectional plan view of the same; Fig. 4, a detail view of the main double driving-gearand its so pportin g-frame; Fig. 5, a detail View of a clutch-shifting de vice; Figs. 5 and '2, details relating to the gearing and the clutch; Fig. 8, a side view of the main driving-shaft, partly in section. Fig. 8: is a detail of the driving-shaft; Figs.

' land 10, details of the clutch." Figs. 11 and. 12 show further details relating to the clutchchanging device. Fig. 13 shows details relat-f ing to a. pawhand-ratchet mechanism for op erating the clutch-shifting device. Fig. 14- is a plan view of parts of the supporting-frame 5o detached from each other. Fig. 15 shows details of the clutch detached. Fig. it is a de- -reverse, at, the same time decreasing orintailview of a rear supporting-bracket. Fig.

17'shows details of a combined brake and changegear operating connection.

The frame of the machine is substantially diamond shape, the inclined bar 1, the rear fork 2, and the standard 3 all being connected to the central framed. The'cen'tral I frame is made up of a yoke or fork portion 5,

(see Figs. 2, 3, and 4,) having bearings 6 at its front ends, between which. is fitted a transverse divided sleeve portion made up of the two sections 7, formed with the central loop and which connects the twov sections rigidly together. The sleeve sections are SUIG\V': 6 5 threaded internally and are held to the fork 5 by the threaded cups 9, extending through. the bearings of the fork and fitted into shouldered seats 10 thereof.

From the front and rear of thecentral loop portion 8 of the central frame the inclined bar 1 and seat-standard 3 extend, being screwed into socketson said loop portion, the shape of which is plainly shown in Fig. 1 as consisting of the inclined portions-1 3"; The

- standard 3 is curved at its lower end to make a strong joint with the portion 3 of thecentral loopfand time avoid sharp bends, and consequently securing strength and beauty of lines. 7 1

Theaxle of the d riving-gear passes through the sections 7 of the divided sleeve, and its threaded ends have nuts 12 thereon with grooves in the inner faces thereof, and between these and the curved or grooved surface of the cups 9 antifriction-beariugs 13 arearranged. The pedal-arms are secured to the ends oi the axle. The sides 14 i5 of the rear fork are formed of tubing screw-threaded into sockets in the cr'oss piece' of thecentral. fork 5. By this construction of central frame the parts are readily put together or taken apart,

it .being' only necessary to remove the axle and the cup-bearings when the yoke 5 and the central. loop-or sleeve portion may be sepa- 5 rated from each other. The main, driving- Y gear 16 is fixed on the axle and revolves Within the central loop portion. This gearis double, having twosets of beveled teeth 17 18, arranged to mesh with the two gears 19 20, ar- I00 ranged loosely on a sleeve 21, which is fixed 10 the main driving-shaft 22. This sleeve -30, fixed .tothe shaft The end of the driving-shaft has an extension or'journal 31, fitting in a cup-shaped bearing 32, formed on a stud 32*, extending across one of the central sleeve-sections and having its end screwed into the opposite side of the sleeve, antifriction-balls being interposed between the journal extension and the cup-shaped bearin g.

The shaft is screw-threaded at 34, and on this is screwed a collar 35,which is fixed thereto by suitable pins. Antifriction-balls are used between the head of this collar and a cup 36, threaded into a socket 37, formed in,

the cross-bar of the central yoke or frame. The collar 35 abuts against the collar 30.

Fromjthe above description it will be seen that the change-gearing is arranged within the space formed by the central bearingsleeve and the central yoke or fork, and, further, that there is a firm bearing for the driving-shaft on each side of the said gearing and in close proximity thereto, so that said gearing will be firmly supported to resist the strain and there will be no liability for the shaft to be twisted or strained. 1

The portionof the shaft inclosedby the sleeve is slightly larger than the rest of the shaft, and through this enlargement a slot is made, and in this the clutch is arranged. This clutch consists of four clutch-levers arranged in pairs 39 40, the pair 39 having double arms 39 and the pair 40. single arms 40. Each pair has clutching-heads 39 i0, and the members of each pair of clutch-levers are pivotallysupported at their heads by projections or pivots 42, fitting in recesses in the ends of the slots. All of the clutch-levers have enlargements 43, with inclined slots 44 therein. The arms of the pair of levers P9 fit one pair. within the other and the arms of the other pair of levers cross each other, as in Fig. 9, and extend between the arms of the lovers 39. A compact arrangement of clutch-levers is thus made, the heads of the levers being at opposite ends of the slot in the shaft, while the arms of said levers overlap, extend by, and are fitted to each other so as to occupy little space. The shaft is also slotted at 46 at right angles to the slot 45, said slot 46 being narrow and extending along both the en- ,largement and the smaller part of the shaft.

In this slot slides a fork 47, attached to a shifting sleeve or collar 48, arranged to slide on the outside of the collar 30 heretofore mentioned and fixed to the shaft. I fixed collar is slotted, as shown in Fig. 7, to admit the shifting fork 47. The fork has two cross-pins, the forward. one of 'which, 48*, passes between the double arms of the pair of levers 39 and through the slots in the frame.

This

single arms of the pair of lovers 40, and a second pin 49 passes through the slots in the ends of the'donble arms of levers 39 and between thcarms of levers 40, and the arrange ment of the, pins with relation to the slotted ends of the lever-arms is such that when the fork is slid one way, for instance toward the 7 left of Fig.8, the pair of levers 39 will be operated by the pin 49, so as tos'eparate the members of the'pair 39 and move them away from each other about their pivots. This will move outwardly the head portions of said levers, with the effect of pressing outwardly friction clutch shoes or blocks 50, which are 'fit-ted to openings in the sleeve 21, and these engaging by frictional contact with the inside ofthe gear 20, thus fixing the said gear to the driving-shaft by the friction between the parts. This gear meshes with the beveled inner gear 18 of the double driving-gear, and thus the machine will be driven at-a slow rate of speed. ing fork-to the left of Fig. 8 at the same time causes the first pin 48 to move the arms of the pair of levers 40 toward each other, thus withdrawing their heads from forcing out their corresponding clutch-shoes 51 and therefore leaving the other gear, 19, perfectly free to rot-ate without effect and practically without The clutch shoes or blocks, as befriction. fore stated, are arranged in openings in the fixed sleeve 21 and above and. below the slot 45 in the enlarged part of shaft. These shoes are segmental in form and are curved to correspond exactly with the cylindrical exterior.

of the sleeve 21, and when they are retracted from the gear they are perfectly flush with the sleeve, and the gear can revolve as freely about them as though the sleeve were con tinuons from end to end. This form of clutch compensates for its own wear and is of material advantage over all forms of clutclies in which interlocking jaws or teeth are used, as it may be thrown in instantly at any time.

This movement of the shift-- IIO When 'the shifting fork is moved in the opposite direction from that above described, the levers 40 will be separated andthe levers 339 closed, thus releasing the inner gear and fixing the outer gear 19.

The shifting collar 48 is moved by thearms 55 on shafts 56 and 57, journaled in abracket 58, secured to the central fork or yoke of the The arms of these shaft-sure arranged to act alternately, and those of shaft 56 are set a quarter-turn'from those of shaft 57. The shafts are moved step by step in unison, one quarter-turn being made for each changing of the gear, and by reference to Fig. 5 it will be seen that if shaft 56 is turned in the direction of the arrow its arms will engage the lateral extension 59 from .the sleeve 60, which is carried between the flanges of the -collar 4S, and said parts will be moved with the shifting fork to change the gearing. this quarter-turn of the shafts the arms'of shaft 56 will engage the sleeve extension with a wiping action and will then disengage the 573,102 v v a sleeve and leave it in moved position. The lateral extensions of the sleeve are guided on pins 61, extending from' the bracket 58, and the entire arrangement is designed tojoperate with the least-possible friction and reclutch devices back to their former position.

when the operator desires to again change the gear of his machine- The arms of the shaft work in grooves 62,01. the lateral extension 59 and move the sleeve by contacting with cross-pieces 63, Fig. 11, at the endsof said grooves. The two shafts are moved in unison by pinions 64 thereon engaging with a centralpinion 65 on a shaft 66, journaled in the bracket 58, said shaft having a ratchetwheel 67 thereon operated by a lever 68,'con-.

taining a spring-pawl 69, the details of which are shown in Fig. 13, the lever being hollow and the pawl being held in bya screw-cap 70.

A. spring 71 returns the pawl-lever aft-er each action to its former position. The pawllever is operated from the handle-bars of the machine by a lever 72, and in order to avoid complication of parts I have shownasingle lever for operating boththe change-gear and a wheel-brake. A yoke-lever 7 3 is pivoted to the front socket H, which is rigid with the frame, and this yoke has an extension connected with the pawl-lever by a wire 7 5. The yoke is depressed by a catch or stud 7 6 on the brake-rod engaging with a lip on the yoke. The lip is only in line with the catch when the front and rear wheels aline and the head is turned neither to the right nor to the left, and at this time the gear may be changed. When it is desired to apply the brake, the rider simply turns the front head slightly, so that the catch on the brake-rod will not be in line with'thepivoted yoke and then the.

operation of the brake-handle will throw the brake-rod and brake down properly to apply the brake.

The catch in the brake-rod is pressed out bya spring 77, and on the upward movement of the brake'rod the catch, being inclined,wi-ll simply recede and pass by the lip. This arrangement may be reversed, if desired, the catch and lip being normally out of line, so that the brake may be applied while going straight ahead and the change-gear effected. when it is desired, by simply tn rnin g the head slightly. l

The spring-catch is so arranged that the depression of the brake-rod, when the parts are in line, will change the gear, the catch slipping from the end of the yoke and the further downward movement of the rod will apply the brake. The changing of the gear will be without efiect in this instance, the brake mesh.

being appliedimmcdiatcl y after the change takes place. i

The gearing at the rear wheel is composed of the two beveled gears 78 79, the; former having a long hub threaded into the hub of the rear wheel and the latter having an internally-threaded hub threaded onto the threaded end of the driving-shaft, a key 80 being placed in a slot in the gear and shaft and held'by a nut 81 on the shaft end.

The gear '78. has ball-bearings between it and a cone S1", threaded on a nut 82, which i in turn is screwed onto the rear axle within the supporting-bracket 83, which is of sub stantially right-angular shape from the rear axle to the rear end of, the rear fork member,

which is threaded into a socket 84 on the end Into the socket S4 is also I of the said bracket. screwed a cone 85, having ball-bearings between it and the gear 79. The cone-bearings are heldin place against rotation by means of springs 86 .on the Fig. 16. v

The hub of the rear wheel has adished portion 87 arranged adjacent-t0 the rear gearing for protecting the same. The other member of the rear fork is connected with the rear axle by a bracket 87 and the axle is held to this bracket by a nut 88'. A cone 89 on theaxle has between it and a cup bearing threaded in the hub, a ball-bearing.

- In operating the clutch the rider has simply to manipulate the lever at the handlebar, one action changing from a low to a high gear and the parts then setting themselves so that the next movement of the handlebar, similar in all respects to'the first, will change bracket, as shown in the machine back again from a high to a low gear.

The hub of the gear 7 has a shoulder 79 fitting a seat in the hub of the rear wheel, and

a pin or screw may be used for securin g these parts more firml y together from turningback. The nut 82, together with the outside nut 82*, serves to fix the axle in any desired position on the rear fork, and these nuts, together with the opposite nut 88, serve to hold the axle to the forks and to adjust the ball-bearings approximately, while the finer adjustment of said bearings is derived by the cone 81 and the cup 95; The nuts 82 serve also to hold the parts with the gears properly in To remove the rear axle and the wheehthe nuts 88 and 82 are unscrewed, when the axle may be taken out, and then the wheel and gear,78 may be separated by unscrewing the hub of the gear from said wheel-hub.

It will be noticed that the arrangement of clutch-levers shown enables me to use levers erage. an d yet the arrangement occupies very little space. l

It will be further noticed that the shifting. sleeve for operating the clutch is supported of sufficient length to secure the desired levand guided entirely by the guide-pins 61.. v

This relieves the rote parts of all friction, the shaft merely rotating within the sleeve, which, as it were, is supported independent of the shaft.

I claim. as my invention- '1. A bicycle comprising the crank-shaft, thedriving-gear thereon, the gearing at the rear axle, the driving-shaft leading thereto, the central sleeve surrounding the crankshaft and having a bearing for the driving-' shaft, the yoke having its ends held to the ends ofthe sleeve, the rear fork extending from the yoke and the bearing in the yoke for the driving-shaft, said shaft extending through one side of the rear fork and the gear thereon meshing with the driving-gear, substantially as described. I

2. A bicycle comprising the crank-shaft, the sleeve about the same connected with the frame and composed of two sections with the connecting-loop between them, the drivinggear arranged on the crank-shaft within the loop portion, the'yoke secured to the ends of the sleeve and about the crank-shaft, the real: fork connected to the yoke, the driving-shaft,

the bearings therefor in the yoke and sleeve and the gear intermediate of said bearings arranged on said dl'ivingsliaft, substantially as described.

In combination in a chainless bicycle, the combination of the crank-shaft, the gear thereon, the sleeve about the crank-shaft, the driving-shaft extending to the rear wheel and the bearing for the said shaft carried by the sleeve extending transversely across and within the same and having a threaded shank engaging the sleeve, said shank having also a perforationthrough it for the crank-shaft, substantially as described.

4. In combination in a chainless bicycle, the crank-shaft, the two-part sleeve surrounding the same, the loop connecting the sleevesections and having upwardly-'nclined portions,the frame-bars secured to aid inclined portions, the driving-gear arranged between the sleeve-sections, the yoke connected to the sleeve-sections, the rear fork connected to the yoke, the driving-shaft, the gear thereon meshing with the driving-gear and the ooearings for the driving-shaft in the yoke blocks outwardly and means for operating the clutch-levers,substantially as described.

6. In a-chainless change-speed bicycle, the combination of the frame, the crank-shaft, the driving-gear, the driving-shaft slotted at its forward end, the gears about the slotted part and the levers pivoted at their outer ends at opposite ends of said slot havingtheira "ms extending inwardly lapping by each other and slotted and the sliding fork for operating the levers, said levers having clutching portions at their outer pivot-ed "ends, substantially; as

described.

7. In combination in a chainless change" the clutch-1e vers in said slot arran ged to act on the clutch-blocks and means for operating the clutch-levers, substantially as described.

8. In combination in a chainless changespeed bicycle, the crank-shaft, the drivinggear, the driving-shaft having a slot, the gears about the same and the two pairs of clutchleve'rs, one pair having double arms and the other single arms, said arms lapping by each other and slotted, and the fork-slide for operating the cl utch-levers, said slide having pins extending through a slot in the side of the shaft, substantially as described.

' 9. In combination, in a chainless changegear bicycle, the gears and the clutch mech-. anism comprising the clutch-levers, the sliding fork, the sleeve connected thereto, means for operating the sleeve in opposite directions consisting of the two shafts arranged on opposite sides of the sleeve having the arms thereon, those of one shaft being a quarter-tum from those on the other shaft and means for moving the shafts step by step in one direction, substantially as described.

'10. In combination in a chainless bicycle, the gearing, the clutch mechanism, the hand- Iever at the handle-bar, the pawl-and-rat-chet mechanism operated step by step and the clutch-shifting device arranged to be .operated one way at one action of the pawl and ratchet and to be operated the reversewvay at the next action of the same, substantially as described;

11. In combination in a chainless bicycle, the gearing, the clutch mechanism, the shifting sleeve, the two shafts one on each side of the sleeve and having wiper-arms a quarterturn from each other to engage the sleeve altern atel y, the pinions for operating the shafts and the pawl and ratchet with connections for operating ,the same, substantially as described.

12. In combination in a chainless bicycle, the gen ring, the clutch mcchanism, the shifting sleeve connected therettnha ing grooves, the guide-pins upon which thEFsleeve slidesand the rotary shafts having wiper-arms for engaging the sleevewith means for operating the shafts, substantially as described.

13. In combination, the change-gea-r-meclr' anism, the brake levena'nd rod, the lever piv-' oted to the frame and connected with the change-gear mechanism and a-clutch on the brake-rod arranged to operate the lever, said clutch audlever being moved into and out of line by turning the head and handle-bars, substantially as described.

tttt

anism, the brake 1t. In combination,

the change-gear mechlever and red, the yoke-1ever pivoted to the frame and the s n-ing-enteh lever when the same when moved up, scribed.

15. ;In combination, the. rear fork, the axle v extending between the inner nut 82 shaft for-holding fork, the cone-be to operate the yoke moved down but to yield and pass substantially as dethem, the nuts S2 and 88, on a threaded part of the the axle on the inside of the Ming threaded on the said nut 82, the gear 78'having the shoulder-huh, the rear wheel having a hub to receive The threaded end of the gear-hub, and the cupbeztring 95 screwed into the-wheel-hub, substantially as fiescribed.

In testimony whereof I affix my signature in presence of two witnesses.

JOHN C. PRATT.

Witnesses:

HENRY E. COOPER, WALTER DONALDSON.

in Letters Patent No. 573.102.

Correction It is hereby certified that the name of the assignee in Letters Patent N 0. 573,102,

granted December 15, 1896, upon the application of John C. Pratt, of Hartford, C0nneeticut, for an improvement in Gha inless Change-Greer Bicycles, was erroneously written and printed Albert K. Pettingill, whereas said name should have been Written andiprinted Ubcrt K. 'Pcttingill, and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the 4 case in the Patent Ofiice.

Signed, counter-signed, and sealed this 12th day of J anuary, A. D., 1897.

[SEAL]- J N O. M. REYNOLDS,

Assistant Secretary of the Interior. Oountereigned i S. T. FISHER,

Acting Commissionerof Patents. 

